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PROSPECTUS, REPORTS 



AND 


OTHER DOCUMENTS. 



£t. Xouis, $»«. 

LEVISON & BLYTHE, PRINTERS AND STATIONERS, 219 OLIVE STREET. 





215 


Officers of the Company, 

fraiknt, 

E. J. CRANDALL. 



§irut0rs, 

CLINTON B. FISK, 

A. y. BOHN, 

B. B. BONNER, 

C. M. RANDALL, 

J. D. SLOCUM, 

T. D. PRICE, 

H. LANDER, 

W. W. MANN. 


Sttrttsrj anir ®rrasutcr, 

W. K. GOODRICH, Jr. 

, ) 

i > '> 

fltojjhutr, 

P. R. VAN FRANK. 

LONDON OFFICE, 25 BUDGE ROW, E. C. 

JAMES McKAYE and JOHN N. HARRINGTON, Financial Agents. 


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I\EPO f^T. 


To the Old World the increase of wealth and population in the 
New appears incredible, while the unvarnished history of the growth 
of the Great Mississippi Valley seems to the people of the older 
States almost fabulous. 

Among the many interesting instances of rapid growth in this 
section, there are none so remarkable as that exhibited by the State 
of Missouri. 

Situated geographically nearly in the centre of the American 
Republic, embracing an area of sixty-seven thousand three hundred 
and eighty square miles — nearly one-third more than England — with 
a thousand miles of great rivers, either within or upon her bound- 
aries; with more than thirteen thousand miles of navigable waters, 
connecting every portion of the Great Valley, from the Alleghany 
Mountains on the East to the Sierra Nevada on the West — tributary 
to her capital city — and commanding for it more or less of the com- 
merce of every State within this area; larger than any State east of 
the Mississippi, and with as much fruitful and arable soil as any of 
her sister States, whether east or west; with vast mineral resources, 
for which she had been famous since the days of the early Spaniards, 
as a State, she seemed to have all the elements needful for rapid and 
substantial success. It was not, however, until the development of 
her now rapidly extending railway system, within the past few years, 
that this wonderful growth has taken place. The opening within her 
borders of through and branch lines of railways, has provided for the 
development of most abundant and valuable mineral resources. 
Mining and manufacturing industries are simultaneously springing 
up in numerous favorable locations. The dense populations which 


they support come with them. Railroads fostering these undertakings, 
and fostered by them are rapidly developing a large local freight and 
passenger traffic, and the State is making long strides toward rivaling 
the pre-eminence in industrial interests which Pennsylvania has so 
long enjoyed. 

Within the last decade Missouri has moved forward from the 
eleventh to the fifth in rank in the Union, as a manufacturing State, 
and Saint Louis now occupies the third place as a manufacturing 
city ) and this, it must be remembered, in a decade, during which, 
for almost one-half, the whole country was rent with one of the 
fiercest of civil wars, which gave a full share of its bloody fortunes to 
Missouri. 

Some of the fairest portions of the State were almost depopulated, 
and at the close of the war whole sections presented nothing but 
unpeopled and smoking ruins. Notwithstanding this, to-day the five 
leading manufacturing States of the Union stand thus, in the order of 
their productions : New York, Pennsylvania, Massachusetts, Ohio and 
Missouri. In an article of recent date, on this subject, the New 
York Times says: “The progress of Missouri during the last decade 
has been something almost beyond all precedent, even in this country. 
The increase of value of her products from 1860 to 1870 was about 
400 per cent., while that of the older States was only about 103 per 
cent.” 

What is true of the State is eminently so of her larger cities. 
Two cities only, New York and Philadelphia, exceed St. Louis in 
amount of manufactures, while a very remarkable feature of the 
manufactures of Missouri is what economists call the great “ efficiency” 
of its labor. Thus, the value of all the domestic products in 1870 
averages two thousand five hundred dollars to each laborer, while in 
New York the average value is only about one thousand seven hundred 
and fifty, and in New Jersey one thousand six hundred. 

A large part of this rapid increase of production has been in iron 
and its associate manufactures — notably so in St. Louis— and this has 
been due to the opening of new railways into rich mineral regions 


7 


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heretofore inaccessible, by means of which the ores and the coal, to 
smelt them, have been brought closely together. 

In a single instance, namely, that of the “ Illinois, Missouri & 
Texas Railway,” a road is in process of construction, which will 
have at once the advantage of immediately developing a country, 
hitherto without any outlet, wonderfully rich in valuable mineral 
deposits, and immense growths of magnificent timber, of the most 
desirable varieties, and of making its starting point — Cape Girardeau — 
the most desirable city in the Mississippi Valley for the manufacture 
of iron , or in fact of any of the products of the large area in the South- 
west which will then be tributary to it. The “ Illinois , Missouri 
& Texas Railway ” is designed, ultimately, to form a connecting link 
in a great through route between the East and the South-west, but its 
immediate purpose is to develop an extensive local traffic , by offering 
facilities to reach a ready market with the abundant products of the 
country through which it runs, for the first eighty-nine miles. 

CAPE GIRARDEAU. 

The city of Cape Girardeau, the starting point of the Illinois, 
Missouri & Texas Railway, is very favorably situated on the west bank 
of the Mississippi River. The landing for steamboats at this place is 
one of the best on the lower Mississippi. The shore of the river is a 
solid wall of marble, easily brought to the proper grade for local 
purposes. This city is one of the oldest in the State, and carries on, 
even now, without any railroad facilities, an extensive trade with the 
interior, over an area of two hundred miles to the South-west. The 
whole of Northern Arkansas pays tribute to this point, on account of 
its superior shipping facilities. 

The following statement shows the annual shipments from this port, 
mainly to St. Louis and New Orleans : 

2,500 bales of cotton ; 80,000 barrels of flour ; 36,000 barrels of 
lime; 58,000 empty barrels for pork, lard and flour; 12,000 barrels 
yellow ochre and Paris white ; 35,000 raw hides ; 25,000 coon and 
other skins; 10,000 pounds of wool, and 5,000 pounds of feathers. 


With the coal fields of the “ Big Muddy ” the great iron smelting 
coal of Illinois, but twenty-five miles distant by river, and the “ Block 
Coal ” fields of Indiana, the coal from which is generally acknowledged 
to be superior to any other in America, for furnace purposes, soon to 
be connected with the city by the Terre Haute & South-Western 
Railroad ; with its bluffs of purest limestones, and dense forests easily 
accessible, it can confidently be asserted, that as soon as the road 
reaches the immense deposits of ores that lie along its line, no location 
in this part of the country will offer equal facilities for the cheap 
manufacture of all kinds of iron, while it is believed that no section ot 
the country can offer superior. 

The existence of large beds of the purest kaolin, and extensive 
deposits of sand, fitted for the manufacture of the finest plate glass, 
in the immediate vicinity of the city, together with the cheapness of 
fuel, and the facilities for water transportation to all portions of the 
Mississippi Valley, will certainly occasion the erection here, at no 
distant day, of manufactories of glass and queensware; while the very 
great advantages offered by the location and surroundings for the 
profitable manufacture of cheap cottons, furniture, and all kinds of 
wooden ware, paints, etc., are patent to the least observant eye, and 
must necessarily result in making Cape Girardeau the most important 
manufacturing point on the banks of the Mississippi River, from 
Saint Paul to New Orleans. 

From Cape Girardeau the road runs in a south-westerly direction, 
at the foot of the hill country, through forests of great density, and 
immense growth of timbers of the most useful varieties, such as white 
and black oak, ash, black and white walnut, poplar, hickory, cypress, 
gum, catalpa, etc. For thirty miles of its length it runs through the 
iron deposits of Bollinger, Stoddard and Butler counties, which 
deposits, for the most part, are of the purest and richest hematites , 
and exist in quantities apparently inexhaustible, by human labor, for 
ages to come. Near the line of the road are also rich deposits of lead 
zinc and copper. 

For a fuller knowledge of the best known mineral deposits see the 


9 


220 


following detailed descriptions, compiled from examinations made by 
experts : 

CAPE GIRARDEAU COUNTY. 

There are a number of large and valuable formations of beautiful 
marbles in the south-eastern portions of this county ; in fact, the city 
of Cape Girardeau is built on an elevation of marble. 

The stone, from many of these formations, is of a superior quality, 
embracing almost every variety of color and texture, some of them so 
valuable as to warrant the belief that they will become, in the future, 
an important element in the resources of this county. 

In the immediate vicinity of the marble formations are large 
deposits of lithographic limestone , of a superior quality. 

Situated near these marble hills are numerous beds of ochre, not 
only of the common, but also of the more unusual varieties and colors. 
A few of these are now being worked quite extensively, the products 
ranking among the best in the market. 

Within the area of this county are also well defined deposits of 
granite, kaolin, sandstone, white sand, pure enough for the manufacture 
of plate glass, gypsum, fire clay, with immense deposits of the purest 
limestones. It is no exaggeration to say that the mineral resources of 
this county are inexhaustible, and that it needs but the introduction 
of capital to place Cape Girardeau, as a manufacturing city, far ahead 
of any other place in the south east. 

Though the iron deposits of this county are small when compared 
with Bollinger, Stoddard and Butler counties, they are by no means 
inconsiderable. The best known are those controlled by the railway, 
and are situated at the following named localities : 

Section 20 — Township 29 — Range 11 East. 

“ 21 “ 29 “ 11 “ 

“ 28 “ 29 “ 11 “ 

As has been before stated, the low lands, along the line of the road, 


10 


‘ 2**1 


in all the counties mentioned, are heavily timbered. Some idea may 
be formed of the immense forest growths from a perusal of the following 
extract, from a geological report of Prof. Swallow, late State geologist, 
just published in “ Campbell's New Atlas of Missouri/ 7 page 108. 
Says Prof. Swallow, “The following measurements have been made by 
our surveying party : 

In Stoddard county, a beach Fagus ferruginea , 18 feet in circum- 
ference and 100 feet high. 

In Stoddard county, a tupelo gum, Nyssa grandidentata , 20 feet in 
circumference and 120 feet high. 

In Cape Girardeau county, a sweet gum, Liquidamibar styraciflua , 
15 feet in circumference and 130 feet high. 

In Cape Girardeau county, a white ash, Fraxinus Americana , 18 
feet in circumference and 110 feet high. 

In Mississippi county, a Spanish oak, Quercus falcata , 28 feet in 
circumference and 100 feet high. 

In New Madrid county, a cypress, Taxodium distichum , 29 feet in 
circumference and 125 feet high 

In Pemiscot county, an elm, Ulmus Americana , 22 feet in circum- 
ference and 100 feet high. 


BOLLINGER COUNTY. 

The line of the road is along the southern portion of the county, 
and for the most part of the way through a section particularly rich in 
mineral deposits. Bollinger, like Cape Girardeau county, possesses, in 
abundant quantities, a large variety of the most useful minerals, 
among which may be numbered iron, lead, zinc, kaolin, ochres and 
sulphate of baryta. 

The future wealth of this county, however, lies in the opening, 
developing and working of the immense iron banks, and large deposits 
of superior kaolin. 

The kaolin from the deposits of this locality is of such a superior 
quality that it is found profitable by the large potteries in Trenton, 


11 


222 


New Jersey, to ship it twelve hundred miles by rail, at an expense 
three or four times greater than the cost of bringing material of a 
similar kind from Europe. 

The deposits of iron in this county are both numerous and exten- 
sive, and the reports from all examinations made by experts have been 
that they were apparently inexhaustible. 

The value and character of these deposits, as well as those in other 
counties along the line of the road, may be determined by an exami- 
nation of the analysis made by Prof. Williams of the State School of 
Mines, published elsewhere in this pamphlet. 

The following are some of the best known deposits in this county 
that are controlled by the company : 


Section 2 — Township 29 — Range 10 East. 

Is a range of hills covered with brown hematite ore. Large boulders 
cover the surface, and an excavation of 2 feet showed masses of ore 
closely packed, as if in a wall. 

Sections 3 and 4 — Township 29 — Range 10 East. 

Appearances here indicate large formations of iron. The ore is 
pretty generally scattered over the lands. 


Section 34 — Townships 29 and 30 — Range 10 East. 
Here are large deposits of fibrous brown hematite ore. 


Section 10— Township 29— Range 10 East. 

Has a deposit of limonite iron ore of the same general character as 
the other deposits of this ore, in south-east Missouri. 


12 


i O 


Section 6 — Township 29 — Range 10 East. 

On this land there is a good presentation of ore. The surface is 
hilly, and the tops of the hills are well covered with ore. 

Upon a portion of this tract is a ridge of red hematite ore, extending 
continuously for upwards of five hundred yards. 

A foot beneath the surface there is solid ore. 

There are two deposits of brown hematite ore on this tract, both in 
the form of dykes. 


Section 11 — Township 29 — Range 10 East. 

On this tract there are signs of extensive deposits of brown hematite 
ore. On the northern portion there is considerable ore scattered over 
the surface of the land. The country rocks are flint and sandstone. 

Section 10 — Township 29 — Range 9 East. 

This land is rough and broken, and large boulders of iron ore show 
on the surface. It dips to the south-east, passing into a considerable 
elevation, ou which are large quantities of brown hematite ore. 


Section 4 — Township 29 — Range 9 East. 

Some of the boulders on the surface of this tract are of mammoth 
size, and scarcely a doubt can exist that the formation is solid and 
extended. 

The ore is thickly strewn over more than fifteen acres of the land. 


Section 1 — Township 29 — Range 10 East. 

“ 2 44 29 44 10 44 

Furnish the same topographical and geological characteristics as 
the previous sections. 


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224 


The land is cut near the centre by Wolf Creek, the bluffs on both 
sides containing large quantities of ore. There is also a good indi- 
cation of lead, and some fine specimens of fibrous brown hematite ore, 
without the least show of sulphur or phosphorus. 

Section 25 — Township 30 — Range 9 East. 

There is here exhibited a deposit of brown hematite ore, which has 
been laid bare by Washings. The ore is of excellent quality, and the 
bank apparently a large one. 

Section 31 — Township 30 — Range 10 East. 

The surface of this tract is undulating. On the slope towards 
a small stream on the north is found a very large brown hematite 
formation. This deposit is in the form of a dyke, and has been traced 
for nearly two miles. It has every appearance of an immense deposit. 

The quality of this ore is excellent, showing by assay 57 per cent, 
of metallic iron. 

Section 35 — Township 30 — Range 9 East. 

This is a formation of brown ore, largely hydrated, and containing 
considerable silica. 

Section 31 — Township 29 — Range 11 East, 

Presents a broken surface, covered with conglomerate rock, iron 
and flint. 

On the north side of this tract is a very good show of red hematite 
ore. 

The position of the carboniferous sandstone, a short distance west, 
where, at the base of a hill, the rocks have been laid bare, gives 
evidence, from the formation, that the deposit is likely to prove a 
permanent one. 


14 




Section 31 — Township 30 — Range 11 East. 

Here is a ridge of brown hematite ore, extending over a large 
portion of the tract. 

The ore on the surface is of a somewhat earthy character, but a few 
feet beneath the surface a solid ore of good quality is found. 

V 

Section 23 — Township 30 — Range 10 East. 

Oq the south-east .portion of this tract there is a well defined dyke 
of brown hematite ore, occuring in the sandstone formation. The ore 
is very pure, and free from deleterious substances, no phosphorus or 
sulphur being found in the specimens assayed. 

On the north-west portion of this tract there is a large deposit of 
kaolin, of a superior quality. 

Section 25 — Township 30 — Range 10 East. 

Has a large showing of brown ore, of good quality. The develop- 
ments made on this land uncovered a considerable body of ore, in solid 
mass, beneath the surface boulders. This land is very favorably 
located for cheap and easy delivery to the railway. 

Section 25 — Township 28 — Range 9 East. 

The surface indications on this land are very favorable for the 
finding of an extensive deposit of lead. 

A slight excavation exposes a vein of mineral which evidently 
could be worked to advantage. 

Section 12 — Township 29 — Range 10 East. 

There is a deposit of brown ore on this tract. Large boulders 
occur over many portions of the surface. 


15 


226 


STODDARD COUNTY. 

From Bollinger we pass into Stoddard county, to find a presentation 
of mineral wealth equally remarkable. 

Over a large area of lands under the control of the railway company, 
are found the various deposits of the two counties previously described, 
iron, however, being the prevailing mineral. 

Section 5 — Township 27 — Range 10 East. 

On a portion of this tract there is a large outcrop of the finest, 
brown ore. There are thousands of tons of ore in sight which could 
be removed with little or no excavation. On another part of this 
section immense masses of ore are scattered over an area of more than 
five acres. The ore is of the finest quality, showing by assay 56 per 
cent, of metallic iron. It is believed that there is not an undeveloped 
deposit of limonite ore in the State presenting as many indications of 
immense extent as this. 

The ore visible in this immediate locality would warrant the erection 
of furnaces here for its reduction, since the country in the vicinity is 
covered with a heavy growth of hard wood, suitable to be converted 
into the finest of charcoal. 

The line of the railway can be reached from these deposits by a 
gradual decline, sufficient to move cars from the banks without 
additional power. 

Section 1 — Township 27 — Range 9 East. 

The surface of this tract is much broken, with plenty of loose ore 
in sight. 

Section 10— Township 27— Range 9 East ; and Section 
11 — Township 27 — Range 9 East. 

Possess the same general characteristics as the tracts above 
described. 


16 



To describe in detail the other properties controlled by the 
Company, both in this and Butler counties, would be simply to iterate 
and reiterate what has already been said so many times. Suffice it to 
say, that in the immediate vicinity of the road in Butler county, nine 
very large deposits have been carefully examined; while within the 
distance of sixty-three miles between Cape Girardeau and Poplar 
Bluffs, more than eighty well defined deposits have been reported upon. 

Sufficient facts have been adduced to show, that should but a small 
portion of the many deposits examined prove permanent, that no 
railroad in this richest of mineral States penetrates a district of such 
vast mineral wealth. 

The almost entire absence of sulphur and phosphorus in the greater 
portion of the ores of this district must certainly recommend them to 
iron manufacturers. 


The agricultural capacities of the counties named are very great. 
No land could be better for general farming purposes. 

The soil is good, and its fertility inexhaustible. It is unsurpassed 
for the production of the finest wheat, corn, hemp, tobacco and cotton. 

Without the use of any fertilizers, it yields abundant harvests for 
many successive years. 

The winters are short and mild, the ground being seldom frozen for 
more than two or three weeks, while snow remains on the ground only 
a few days. The season for cultivation is, therefore, a very long one, 
and highly favorable to many crops that require genial spring seasons, 
and the moderate temperature of a prolonged autumn. It will be 
acknowledged at once that such a climate and soil offer unusual 
inducements to the immigrant and settler. 

In the department of horticulture the same assurance exists that 
great success may be attained. 

Both the soil and the climate are peculiarly favorable. 

The grape flourishes most vigorously here, and wine of the very 
best quality is produced. 


22 S 


17 

Wherever Missouri wines have been tested, in comparison with 
those of other States, either at home or abroad, they have almost 
invariably taken the highest rank. At the Paris exposition, the 
champagne of the u American Wine Company,” St. Louis, was awarded 
honorable mention and diploma, on account of its fine flavor. The 
German jurors, accustomed to wines of rich flavor and bouquet, were 
very much pleased with the Missouri wines, which possess these 
qualities. 

Though the manufacture of wines for export is comparatively a new 
business in this section of the country, the wines of Cape Girardeau 
already take high rank among the wines of the State. There are now 
more than one hundred acres bearing wines in Cape Girardeau 
county, with three extensive wine cellars in the city, and the produc- 
tion bids fair to increase very rapidly from this time forward. 


The Illinois, Missouri & Texas Railway Company, a corporation 
created and existing under the general corporation laws of the State 
of Missouri, is authorized to construct a railroad from the Mississippi 
River to the Arkansas State Line, in a south-westerly direction, 
through Cape Girardeau, Bollinger, Stoddard, Butler and other 
counties in the State of Missouri ; and is also authorized by act of 
General Assembly of the said State of Missouri, approved March 20th, 
1871, to build and maintain a bridge across the Mississippi River, at 
Cape Girardeau, and to carry on manufactories. The Cape Girardeau 
& State Line Railroad Company, a corporation created under the act 
of the General Assembly of the State of Missouri, in 1859, was 
authorized to construct a road from Pilot Knob and Cape Girardeau, 
to Belmont, opposite Cairo; and by the act amendatory thereof, 
approved February 18th, 1869, its charter was changed so as to 
authorize the construction of a railroad from Cape Girardeau to the 
Arkansas State Line ; and under its charter it has also the privilege to 
construct branch roads from any point on the Iron Mountain Railroad, 
or on the Cape Girardeau & State Line Railroad, to any other point 
the company may designate. It is free from taxation, and, indeed, is 


18 



so valuable a charter, that a similar one could not be obtained, on any 
terms, from the General Assembly of Missouri at the present day. 

The two companies are now practically merged into one, and are 
identical in interest, although each of them possesses separate valuable 
privileges and different powers. 

Both companies have united in the execution of a mortgage to 
secure the issue of $1,500,000 first mortgage bonds, and both com- 
panies, by the resolutions of their respective boards, unanimously 
adopted by the Cape Girardeau & State Line Railroad Company, at a 
meeting held on the 6th of April, 1871 ; and by the Illinois, Missouri 
& Texas Railway Company, at a meeting held on the 2d of May, 1871, 
are pledged to the payment of the principal when due, and interest on 
the same semi-annually, as per coupons. 

The bonds have twenty years to run from the 10th July, 1871, 
bearing interest at the rate of seven per cent, per annum, payable 
semi-annually, and both the principal as well as the interest are 
payable in gold coin. 

The trustees under the mortgage deed are : Frederick S. Winston, 
President of the New York Mutual Life Insurance Company, and 
David Hoadley, for many years President of the Panama Railroad 
Company, both gentlemen being well known and of high standing in 
New York. 

The principal and interest of the bonds are secured by a first 
mortgage, covering all the franchises, lands, road-bed, rolling stock, 
and every description of property actually owned and possessed at the 
present time, or hereafter to be acquired by either or both of the said 
companies. 

By resolution of the Board of Directors, it is agreed that every 
dollar of the proceeds of the board shall be expended on the road, and 
for that purpose the money will be paid over to the trustees, to be 
used by them exclusively in payment for materials and labor. 

The issue of bonds is limited to $17,500 per mile, and secured as 
they are on a road upon which the whole amount of the loan will be 
expended in completing the line, as well as by the existing assets of 


230 


19 

the company, valued at upwards of $1,250,000, irrespective of the actual 
road-bed, line and rolling stock, they can be conscientiously recom- 
mended as one of the safest investments to be found in the United 
States. Both companies are entirely free from debt, and their pro- 
perties unincumbered. 

No projected road in the United States has a sounder foundation, or 
more favorable prospects of success, than the Illinois, Missouri & 
Texas Railway Company, when it is once in operation. 

The road has no grade exceeding 12 feet to the mile, and that for a 
short distance only in crossing streams. For 40 miles the road does 
not vary half a mile from an air line. 

No better evidence of the value of low grades can be given than 
that which is exemplified by the experienced managers of the Penn- 
sylvania Railway Company, who are now engaged in providing a low 
grade line, for freight between Pittsburgh and Harrisburgh, by which 
they will abandon 250 miles of their present main line, for through 
freight traffic, although it will increase the length of the line to be 
run 62 miles, and involve the actual construction of 110 miles of a 
new and expensive road. 

The best of fuel can be had on the line of the road, at from $1.75 
to $2.00 per cord, which will satisfy any person conversant with 
railway affairs that the expenses of working the line will not exceed 
thirty-five per cent, of the gross earnings. 


ASSETS 

Over and above the finished road, valued at $2,500,000 

The company has assets in the form of lands, shares, “ The 
Mingo Iron Company and Bridge Charter,” valued 
at a low estimate of 1,500,000 

$4,000,000 

This forms a first-class security for the issue of the afore- 
said 1,500 bonds, of $1,000 each, amounting to.... 1,500,000 

Leaving a surplus of.....*.. $2,500,000 


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281 


The total length of the Illinois, Missouri & Texas Railway will be 
about 87 miles, exclusive of side tracks and branches. 

The first 40 miles can be completed, and fully equipped in the most 
substantial manner for the work calculated on, for $425,000; and the 
next 47 miles can be in like manner completed and equipped for 
$525,000 — the towns and counties through which these 47 miles are 
to pass having agreed to donate, in town and county bonds, a sufficient 
sum to grade the road through to each town or county. 

The Mingo Iron Company, whose works are situated at a point on 
the line, about 40 miles from Cape Girardeau, is a corporation organ- 
ized under the general laws of Missouri, to purchase and hold real 
estate, and work the valuable iron lands through which the Illinois, 
Missouri & Texas Railway passes. This iron land was last year 
personally and carefully examined by Professor Shepherd, formerly of 
Yale College, who has had great experience in mineral lands in 
Missouri, and is well known as a man of the strictest integrity, so that 
his testimony is entitled to full confidence ; and in his report appended 
hereto, he declares the ore to be the brown hematite, very pure, 
moderately rich, very easily mined, and inexhaustible. 

The Mingo Iron Company owns, in fee and lease, about 13,000 
acres of this iron land, on the line and near to the road. The capital 
of the Company is represented by 6,000 shares of $100 each, which is 
much less than the actual value of the land, but the valuation is made 
so low to save taxation Of these 6,000 shares, the Illinois, Missouri 
& Texas Railway Company owns 2,000 shares, being one-third of the 
whole interest in the company. The value of this interest is more 
than $250,000 ; and the majority of the other shareholders being 
Directors of the Illinois, Missouri & Texas Railway, and of the Cape 
Girardeau & State Line Railway Companies, they will be prepared, 
when the road is ready, to transport the ore — to take out all that can 
be carried — to the extent of 1,500 tons, or more, per day. This ore 
can be mined and put on the cars at $1 per ton ; transported to the 
Mississippi River for $1.25, and will bring there $5 per ton; and 
the income of the railroad from this source, it being one-third owner 


21 


232 


in the company, will be not less than from $250,000 to $300,000 per 
annum. 

In addition to the interest held by the railway company in the 
Mingo Iron Company, it has 840 acres of land at Allenville, valued at 
$50,000 ) and it has contracts for five acres of land in Cape Girardeau, 
to be conveyed as soon as five miles of track are laid, besides other 
contracts for land, to be conveyed as soon as the road reaches the 
several localities, which lands in all may be valued at least at $100,000. 
It has also a lease for 99 years, from the city of Cape Girardeau, for 
2,250 feet of water frontage on the Mississippi, from 100 to 500 feet 
wide, and most admirably situated for the extensive business that will 
be done on the road, as well as for the receipt and dispatch of all 
freight by and for steamers trading above and below Cape Girardeau. 

The minimum value of this grant may be taken at $250,000, and 
the annual rent for 20 years is $1 per annum. 

The Terre Haute and Cape Girardeau Railway will bring the 
Illinois, Missouri & Texas Railway into connection with all the blast 
iron furnaces in Illinois and Indiana, which thus can be supplied with 
the iron ore of the Mingo Iron Company, at such a price as to prevent 
all competition. 

The charter for a bridge across the Mississippi at Cape Girardeau 
is of great value, as this is the only practicable point for building one 
for several hundred miles, and one can he built here at a very mode- 
rate cost. 


# 



TO THE 


PRESIDENT 

OP THE 


Illinois, Missouri & Texas Railway Co. 


Dear Sir, 

In answer to your request I have visited and made 
a personal examination of the line of the above railway, and have 
made a careful geological survey of the iron lands situated upon and 
near its road-bed, south-west of Cape Girardeau, on the Mississippi 
River. Here, I am happy to add, that much of the track is graded, 
and the rest in a state of active preparation for the reception of the 
rails, the ties being delivered on the whole line to the great iron lands. 

To appreciate fully the importance of this great and important 
enterprise, we must consider a railway leading inland from the greatest 
commercial river on the globe, from a healthy city — Cape Girardeau — 
with a busy population of over six thousand on its banks, above all the 
floods, and rapidly increasing. 

Said railway, almost literally without a curve, having no grade 
exceeding ten feet to the mile, and that only for short distances, 
traversing a district of unparalleled fertility, with a genial climate, 
reaching some of the iron banks about seventeen miles from the 
Mississippi, finding every needful material of stone and timber at hand 
for speedy construction. Thence westward, the line extends along the 
table lands of south-east Missouri, near the foot hills, through a forest 
of white oak, cow or pine oak, black and red oak, black walnut (very 
valuable), hickory, lime, sweet gum and tulip, or gigantic poplar; a 


23 


234 


forest of unsurpassed growth and grandeur eastward of Oregon and 
California, yielding, by judicious estimate, at least, upon an average, 
from sixty to seventy-five cords of wood, for charcoal, per acre, besides 
a valuable timber, for thousands of acres in extent. 

In the midst of this valuable forest, and alongside of it, about 
thirty-two miles from Cape Girardeau, by the railway, we arrive at 
the hills of the brown hematite , or hydrated peroxide of iron. By 
mineralogists it is called limonite, free from sulphur, and in great 
abundance. Thousands upon thousands, if not millions upon millions 
of tons of this ore, ready for the furnace, may be excavated before 
reaching Indian Ford, on the St. Francis River, forty five miles west 
of Cape Girardeau. It is an ore of high rank among the practical 
iron manufacturers. It smelts easily, and yields a soft, uniform and 
very tough iron. It contains about fifteen per cent, of water; but 
while it yields fifteen per cent, less than the rich Iron Mountain ore, 
the ease with which it is obtained for the furnace abundantly compen- 
sates for that difference. 

This formation of iron ore is usually found a little below the ripple 
marked, or second sandstone, in the group of stratified rocks west of 
the Mississippi, and is the great iron formation on which the State of 
Missouri must, in future, mainly rely. Whenever the strata has been 
little disturbed it forms the brown hematite. With greater disturb- 
ance it is changed to the red hematite, as seen for a long distance on 
the line of the Southern Pacific Bailroad. With still more intense 
mineralizing force, or chemical action, it is changed into blue specular, 
especially in the vicinity of porphyry, and in this way has evidently 
given birth to Pilot Knob and Iron Mountain. In numerous places 
you may see the successive steps from the brown hematite to the 
compact blue specular; also, at Massie’s old bank on tke Merrimac. 
This great stratum of iron ore must be carefully distinguished from 
the casual slight deposits of the lead diggings, and the meagre beds of 
the higher strata. 

In one locality I have known a trial shaft sunk into it 40 feet in 
depth, and the ore good all the way down. In another place a shaft 


24 


G* 


*7 r 

c J * 


) 


was sunk to the depth of 25 feet, with good ore all the way. So far 
as I have observed, this stratum extends through the hills, while the 
strata are horizontal ; but when inclosed in porphyry, or turned up at 
a high inclination, the ore of Shepherd Mountain, Iron Mountain, and 
Pilot Knob is produced. 

As your railway advances westward of Indian Ford, the iron belt 
widens, and the supply is evidently greater than any one track will be 
able to take to market for many years to come. 

While investigating this subject, one great fact at once presents 
itself, to wit : That nowhere in the great iron State of Missouri can 
such, or so large a body of such excellent iron ore be found so near 
the Mississippi River. And another great fact follows, viz. : That on 
no other railroad in Missouri can so valuable a body of iron ore be so 
cheaply transported to the banks of the great river. Further, if char- 
coal iron is desired, the surrounding forests defy competition. 

The conclusion naturally follows, then, that the Illinois, Missouri 
and Texas Railway Company have the ability to furnish iron and iron 
ores to the rolling mills and furnaces already built at Carondelet, and 
those at Grand Tower, and those to be built at Cape Girardeau and 
elsewhere, at a rate such as to be beyond the hazard of competition, 
and, of course, with a broader margin for safe and profitable investment. 

In conclusion, and in justice to the interest of the railroad under 
consideration, it should be remarked, that notwithstanding the bounti- 
ful supply of good iron ore along the line of this railway, before 
reaching Indian Ford, that there the great iron field of Missouri opens 
wide, with stores of iron ore sufficient to supply the wants of the 
coming millions, and that the railway under construction is the only 
one to reach the river by the shortest distance. 


FORREST SHEPHERD. 


236 

25 


Cape Girardeau October 28, 1871. 

FREDERICK S. WINSTON, Esq., 

Trustee, New York. 

Dear Sir, 

It affords us pleasure to give you the information 
asked for in regard to the resources and business prospects of the 
Illinois, Missouri & Texas Railway. The line of the said road passes 
through the richest and most available mineral region in the State of 
Missouri, filled with the most valuable iron, lead and copper ores, with 
valuable beds of kaolin, fire and potter’s clay, and covered with a 
dense growth of valuable timber, with a fine climate and rich soil, 
producing abundant crops of wheat, corn, cotton, tobacco, hemp, etc., 
that, in our opinion, there can be no question that the road will have 
all the freighting business it can do, with a fair and paying amount of 
passenger traffic the year round, the line passing through a section 
free from snow or other impediments in the winter season. 

We have no hesitancy in recommending the first mortgage bonds of 
the company as first-class security in every respect. 

Yours respectfully, 

GEORGE H. GREEN, 

State Senator, Missouri. 

HAMILTON G. WILSON, 

Judge, Cape Girardeau County. 

DAVID L. HAWKINS, 

Judge, 10th Judicial Circuit of Missouri. 

M. DITLINGER, 

Justice, County Court. 

R. STURDIVANT, 

Banker, Cape Girardeau. 

G. C. TH1LENIUS, 

Mayor of Cape Girardeau. 

JOHN ALBERT, 

Sheriff, Cape Girardeau County, and Agent Mutual 
Life Insurance Company, Xew York. 

CHARLES P. CHOUTEAU, 

Firm Chouteau, Harrison & Valle, St. Louis, Mo. 

ROBERT BARTH, 

Firm Angelrodt & Barth, Consul General, Ger- 
many, at St. Louis, Mo. 


26 


2 ,? 


ij & 


TRAFFIC. 

With regard to the traffic of the road, it may be briefly stated, 
that when sixteen miles are completed, it will connect with the 
St. Louis & Iron Mountain Road, northwardly to St. Louis, and on 
the south with Belmont and Columbus. 

By this means it will command a liberal traffic of lumber, staves, 
shingles, cotton, grain, kaolin, ochre, etc., which, with the passenger, 
mail and express, will yield at least a net revenue of $100 per day. 

With forty miles completed — by 1st November, 1873 — it will reach 
the iron fields, from which time the railway will have as much freight 
as it can carry, and which may be estimated moderately at 175 cars 
daily, distributed as follows : 

150 cars — 1,500 tons — iron ore, at an average rate of $1.25 


per ton $1,875 

Lumber, shingles, staves, etc., 15 cars, at $15 per car 225 

General merchandise, 10 cars, at $20 per car 200 

Passenger, mail, express, etc 100 


Gross earnings per day $2,400 

Allow for operating expenses, say 44 per cent 1,056 


Net daily income $1,344 


It is believed that it can be safely said that the ore traffic will 
increase 25 per cent, every six months for some considerable time to 
come. 

That there can be no fear that the iron ore business in this State 
will be over-estimated or over-done in the immediate future, is 
evidenced from the fact, that while iron ores, in different parts of the 
country, during the past few months, have advanced in price from 10 
to 25 per cent., Missouri iron ores have advanced nearly 100 per 
cent., and the supply, at present, is far below the demand 


238 

27 

Within a year, the following were the prices of dilferent classes of 
ore in this city : 


Specular ore, per ton $5.50 

Red oxide, “ 5.00 

Brown hematite, “ 4.75 

Now the prices are: 

Specular $10.00 

Red oxide 8.50 

Brown hematite 7.00 


CONNECTIONS. 

The Illinois, Missouri & Texas Railway connects at Delta, two miles 
south of Allenville, with the Belmont branch of the St. Louis & Iron 
Mountain Railroad, by which it has an outlet to the north at St. Louis, 
and connection south by the way of Belmont, Missouri, and Columbus, 
Kentucky, with the Mobile & Ohio and all other Southern Railroads ; 
at Poplar Bluff, with the Cairo & Fulton Railroad, already completed 
to Little Rock, Arkansas. 

The Cairo & Fulton Railroad, when completed, will cross the State 
diagonally, from north-east to south-west, making tributary to it not 
only the rich bottom lands of the lower country, but also the vast 
forests and large mineral deposits of the upper. 

A large portion of the freight being of the kind that will naturally 
seek water transportation at the earliest opportunity, it will be evident, 
from a glance at the map, that the Illinois, Missouri & Texas Railway 
will get its proportionate part of such carriage. 

The proposed White River Valley & Texas Railroad, which will 
soon open up the rich country of Northern Arkansas, will also connect, 
at Poplar Bluff, with the Illinois, Missouri k Texas Railway, which 
will be its natural outlet. 

On the east, this road will soon have connections with the following 
proposed roads, some of which are now under contract, and all of 


28 


2 


3y 


which are sure to be built soon, to meet the rapidly increasing demand 
for better facilities for bringing the ores and coals of this section 
together : 

With the Jonesboro & Cape Girardeau Railroad, by which means a 
northern and eastern outlet is obtained, and connections made with 
all eastern and northern trunk lines. By this road the best quality 
of bituminous coal is reached, within thirty-six miles from Cape 
Girardeau. 

With the Grand Tower & Cape Girardeau Railroad, by which 
means the “ Big Muddy Coal ” — the great iron smelting coal of 
Illinois — can be reached, within a distance of twenty-eight miles. 

With the Terre Haute & South-western Railroad, a portion of which 
is now under contract, by which the furnaces of Indiana can be 
supplied directly with the ores of the south-east, and the block coal 
of that State returned to the furnaces at Cape Girardeau, and other 
points on the river. 

The most important connection, by far, however, that the road will 
have, is with the steamboat and barge lines of the Mississippi River, 
at its eastern terminus, Cape Girardeau. While the road will increase 
largely by the development, it will give to the country through which 
it runs — and the better facilities for moving it will offer — the shipments 
of all products of the surrounding and tributary country from Cape 
Girardeau, now by no means inconsiderable, as will be seen by 
reference to table, in the moving of bulky freight, now drawn long 
distances by team, it will work such changes as to create, in many 
directions, a very large business, where now little more than the 
indication exists. 

This is especially true of cotton, large quantities of which are raised 
in the bottom lands of north-eastern Arkansas. The number of bales 
now shipped through the port of Cape Girardeau, shews, very clearly, 
in what direction this material will find its way to St. Louis, and the 
eastern markets, whenever the facilities are furnished. 

In the iron ore trade this point possesses advantages and facilities 
that place it beyond all competition in the supply of the great iron 


240 

29 

manufacturing districts of the Ohio River, and the country tributary 
to it, from Cairo to Pittsburg. 

In the matter of distance, in comparison with St. Louis, from which 
place hundreds of thousands of tons of Missouri ores are yearly shipped 
into this region, Cape Girardeau is 150 miles nearer Cairo, at the mouth 
of the Ohio River ; and for facilities for cheap and ready delivery of the 
ores, on barges direct from the cars — two very great considerations — 
no point on the river can compare with it ; in fact, ore can be taken 
on barges to Carondelet — the great furnace district of St. Louis — for 
50 per cent, less than any is now brought to the same point from any 
portion of the State. 


Proposed Extension of Illinois, Missouri & Texas Railway. 

As has been before said, the Illinois, Missouri & Texas Railway is 
designed ultimately to form a connecting link in a great through route 
between the East and the South-west, and active operations have 
already taken place in many of the counties through which it is in- 
tended to build the line, to provide the required aid, both in the form 
of county bonds and donations of land. 

The counties through which the proposed extension will pass are 
Ripley and Oregon of Missouri ; Fulton, Marion, Boone, Carroll, 
Madison and Washington, Arkansas, and thence through the Indian 
territory by the way of Tahlequah to Fort Gibson on the Missouri, 
Kansas & Texas Railroad. 

From the eastern terminus of this extension at Poplar Bluff to 
Fort Gibson, in the Indian territory, the agricultural lands traversed 
by the Illinois, Missouri & Texas Railway are not excelled in respect 
to natural fertility and surroundings, by any lands in the country. 


30 


n 


Within a few years this section of the country will not be surpassed 
in variety and value of its products by any other section. All that 
it needs is railroad facilities, capital and energy, to develop the num- 
erous great natural sources of wealth. It is watered by numerous 
streams, and on many of its rich bottom lands, immense crops of cot- 
ton are now raised. 

The hills are underlaid with deposits of the most valuable minerals, 
and the hill-sides covered with a luxurious growth of the most nu- 
tritious grasses, while a climate so mild that stock can graze almost 
the entire winter through, and unfailing streams of water in abun- 
dance render stock and wool raising and grazing more successful and 
profitable, than in any of the more Northern or Eastern States. The 
forests are dense, with a growth of many varieties of large sized 
timber, trees of the most useful kinds, with plenty of water power 
and numerous mill sites. The climate of this portion of the country 
is peculiarly adapted for horticultural purposes. 

The long warm season insures an uninterrupted succession of the 
finest fruits, and already the country about Fayetteville and Hunts- 
ville, in Madison and Washington counties, is known as the Fruit 
Garden of the South-west. To-day this country is almost uninhab- 
ited. To morrow , as it were, it will be covered with a busy thriv- 
ing population. “ The silent, ceaseless daily advance of the frontier 
of civilization in the Far West, along the whole extent of that 
mighty line, one end of which rests upon the snows of the Polar 
circle , and the other scorched by the fiery heats of the Tropics , is the 
most wonderful phenomenon of the age.” 

For the Board, 

E. J. CRANDALL, 

President. 


St. Louis, June 1st, 1873. 


EXTRACTS. 


(From Saint Louis, the Future Great City, by L. IT. RE AVIS.) 

THE CITY OF CAPE GIRARDEAU. 

Situation . — Situated on the west bank of the Mississippi River, and 
in that part of the State known as “Southeast Missouri,” from a 
moderate elevation overlooking the “Father of Waters,” is one of the 
oldest cities in the State, and noted as being the metropolis of the 
“ Southeast,” enjoying a very extensive commercial trade, extending a 
distance of two hundred miles to the Southwest; the whole of northern 
Arkansas paying tribute to the' Cape, on account of its superior ship- 
ping facilities ; the landing for steamboats at this place being one of 
the best on the Lower Mississippi River; the shore of the river con- 
sisting of a solid wall of marble, which is easily brought to the proper 
grade for local purposes. 

History. — Of the early history of Cape Girardeau, but little is 
known beyond the beginning of the nineteenth century, excepting 
traditional hearsay. It is a known fact, however, that Louis Lorimer, 
a Canadian by birth, is the original founder of Cape Girardeau, who 
for a long time was Post Commandant in the service of the Spanish, 
as well as French government; both of which countries owned this • 
part of the State, prior to its transfer to the United States in (1804) 
eighteen hundred and four. As early as seventeen hundred and ninety- 
four , this place was inhabited by French missionaries, who on friendly 
terms with the then existing tribe of Pawynaw Indians, tried to con- 
vert them to Christianity; but an afflux of French immigration grad- 
ually caused the red men to give up his hunting grounds and seek 
repose in parts of Arkansas, leaving white men to reign supreme. 
Since that early period, quite a large number of Germans have settled 
here and many from the older Eastern and Southern States, who have 
added considerably to its growth and prosperity. 


/ 


32 


243 


Population . — The material growth of Cape Girardeau, from its 
foundation by Louis Lorimer, in the year eighteen hundred and eight , 
has been considerable, considering the immense drawback it received 
during the late rebellion ; when for nearly four years, the city was in 
a continued state of siege, by either Federal or Confederate troops ; 
thus passing through the ordeal of blood and fire. But after the 
night, came the day, and the horrid wound inflicted by civil war almost 
depopulating and devastating this section of the country, began to be 
healed by the angel of peace, and Cape Girardeau has at present a 
population of about five thousand inhabitants; consisting of quite a 
large German element, who are noted for their frugal and industrious 
habits, and we may look with confidence for present prosperity and 
future wealth. 

Education , Library , Newspapers . — In this matter, it may safely be 
said, that Cape Girardeau has made a grand investment, and has now 
a system of public instruction, that may challenge comparison with 
any city of its size. Besides a free, graded public school, in successful 
operation, which is capable of accommodating nearly six hundred 
scholars, it enjoys all the benefits to be obtained from an extensively 
patronized college, both theological and classical, and a young ladies’ 
seminary, under the patronage of the Catholic Church, as well as 
other denominational, high, select, and private schools, thus offering 
to every child in the city, a good English or German education, almost 
“without money and without price;” besides a Public Library Asso- 
ciation, containing a number of volumes of the most select and 
instructive authors, of which all classes of society may enjoy the full 
benefit. Six live newspapers also add to the educational progress of 
the city. 

Churches . — There are found two Catholic, one Lutheran, three 
Methodist, one Baptist and one Presbyterian church, which are all 
under the supervision of able clergymen, and in a flourishing condi- 
tion. 

Manufactures . — The industrial results of Cape Girardeau have 
received a grand impulse during the last few years, and the general 
result shows a large increase over any preceding years. Until lately 
little was done in the way of manufactures, but the prospected rail- 
road interest lends a new impulse to its people and a new era has 


244 


33 

dawned upon the city. It has been discovered, that a thousand arti- 
cles of primary and pressing need, can be made here just as well as 
elsewhere, as there are illimitable quantities of raw material which 
can be transformed into the thousand forms suited to the wants of the 
age, and so it can boast now of 3 flouring mills, 1 planing mill, 1 woolen 
mill, 2 paint mills, 1 windmill, 1 stove factory, 1 tobacco factory, 2 
tanneries, 1 distillery, 4 breweries, 1 foundry, 1 furniture factory, 11 
vineyards and a host of cooper shops. 


Shipments . — The following statement shows the annual shipments 
from this port mainly to St. Louis and New Orleans : 2,500 bales of 
cotton, 80,000 -barrels of flour, 36,000 barrels of lime, 58,000 barrels 
empty, pork, lard, and flour ; 12,000 barrels yellow ochre and Paris 
white, 35,000 raw hides, 25,000 coon and other skins, 10,000 pounds 
of wool, 5,000 pounds of feathers. 

The woolen mills products are all consumed in this section, and 
their supplies are inadequate to the demand. This is the first year 
the vineyards have commenced shipping wine, there is about one 
hundred acres bearing vines, with three extensive wine cellars, now 
filled with the last year’s vintage. Large amounts of bacon, dried salt 
meats, and dried fruits, are brought to this market and shipped, prin- 
cipally to St. Louis and Chicago. 

Clays . — Some very extensive beds of porcelain clay, or “ kaolin,” 
have been discovered, and large quantities are shipped regularly to 
Cincinnati and St. Louis, for the manufacture of queensware and pot- 
tery-ware ; also large beds of the finest white sand, for the fabrication 
of plate glass, and a great variety of excellent limestones, which will 
furnish any quantity of the best materials of that class for building 
p"rposes. 

Marbles . — There are also numerous and extensive beds of marbles 
of various shades and qualities, some of them very valuable, which 
will become an important item in our resources. In fact, what with 
lithographic limestones, gypsum, cement, clays, fire-brick, paints of 
all description, granite, marble, sandstone, etc., the resources of Cape 
Girardeau are inexhaustible, and will place it far ahead of any other 
place in the Southeast. 


34 


245 


CAPE GIRARDEAU AND STATE LINE RAILROAD. — BRIDGE. 

This is an enterprise which promises to have a most important and 
beneficial influence on the future of Cape Girardeau, and the country 
through which it runs. From Cape Girardeau, it runs in a south- 
westerly direction, across level land, but at the foot of the hill 
country, through forests of great density, and immense growth of 
timber of the most useful variety, such as oak, black and white walnut, 
poplar, hickory, ash, cypress, gum, catalpa, etc., and for thirty miles 
of its length, through the iron deposits of Stoddard and Butler coun- 
ties, which are of the purest and richest brown hematite, and in quan- 
tities entirely inexhaustible by human labor for ages to come, and also 
near rich deposits of lead, zinc and copper, and affording the shortest 
and cheapest road to market for the agricultural products of southeast 
Missouri and Northeast Arkansas. 

The facilities that this road will furnish for obtaining and bringing 
these ores and timber to Cape Girardeau for manufacture — the iron 
ores, having to be transported but from thirty to sixty miles over a 
straight and level road (no grades exceeding ten and a half feet to the 
mile), and timber from beginning to end of road — when taken in con- 
nection with the facility with which coal of the best quality is obtained 
from the “ Big Muddy ” coal fields, and the favorable locality of Cape 
Girardeau with its bluffs of purest limes, will certainly bring about at 
no distant day the establishment of such manufactories of iron, wood, 
cotton, crockery, queensware, paints, etc , as will make the Cape the 
most important manufacturing point on the banks of the Mississippi 
River from St. Paul to New Orleans. 

Other railroad projects, diverging from Cape Girardeau, that will 
soon be in successful operation, will contribute much to the growth 
and increase of the town. Among them may be enumerated the 
Memphis and St. Louis Levee Railroad — the charter of which, makes 
Cape Girardeau a point on the line — the Grand Tower and Cape 
Girardeau Railroad, the Jonesborough and Cape Girardeau Railroad, 
the Terre Haute and Southwestern Railroad, the Cape Girardeau and 
Cairo Railroad, the Cape Girardeau and Iron Mountain (narrow 
gauge), etc., etc., furnishing a radiating system of roads that will 
confer great importance to their center, and will in a few years ensure 
the building of a bridge across the Mississippi River — the charter of 
the same having already been obtained; a solid rock bottom at a 
depth of from fifteen to twenty feet below low water, making the 
enterprise of comparatively easy accomplishment. 


246 


35 

(From the New York Times.) 

THE GREAT WEST. 

In the recent valuable statistics which we published in reference to 
the progress of domestic manufactures in the various States of the 
Union, certain facts appear which are worth dwelling upon. The five 
leading manufacturing States of the Union stand thus in the order of 
their production : New York, Pennsylvania, Massachusetts, Ohio and 
Missouri. The progress of the latter State during the last decade has 
been something almost beyond all precedent, even in this country. 
This increase in value of her products, from 1860 to 1870, was about 
400 per cent., while that of the older States was only about 103 per 
cent. We have not, as yet, the values of the different objects of manu- 
factures produced in the State, but we have statistics of the laboring 
population there employed, and we can judge from these in what 
special branches this amazing progress has occurred. 

Out of the half million of people within her borders who are en- 
gaged in various occupations, over half, or 263,000, are farmers; of the 
remaining portion, about 80,000 are employed in manufactures and 
mining. 

A very remarkable feature of the manufactures of Missouri is 
what economists call the great “ efficiency ” of its labor. Thus the 
value of all the domestic products of 1870 averages $2,500 to each 
laborer, while in New York the average value is only about $1,750, in 
New Jersey $1,600, and in Illinois, whose production is almost pre- 
cisely the same, the average value of the products is not quite $2,000 
to each operative. 

The remarkable feature in regard to California, as we observed be- 
fore, is that it is the only State in the Union which shows any absolute 
decrease of productions during the last decade, though in the previous 
decade its productions of domestic manufacture increased 4.75 per 
cent. The labor employed, too, seems less profitable than in almost 
any other State. The average production in manufactures is only 
$800 per head, while in Missouri it was $2,500. One explanation, 
perhaps, of the low prosperity of the State may be found in the fact, 
furnished by the census, that so small a proportion of all occupations 
are engaged in agriculture, the number ,bemg 47,863 out of 238,648; 
the proportion in the Western States being, on the other hand, 50 per 
cent, of the whole working population. 


36 



The truth seems clear, from these figures, that we have only to cul- 
tivate agriculture in any of the Western States, and domestic manu- 
factures will spring up of themselves. For the thousand wants of the 
farmer in house-building, harness-making, tailoring, and the manu- 
facture of small machinery, the local manufacturer can always compete 
with any foreign labor — they are sufficiently protected by the great 
distance from the seaport, and where they are not, ingenuity and en- 
ergy supply the place of aid from the government. Our legislators 
have only to further the growth of agriculture by encouraging immi- 
gration and the building of railways, and we shall have, all over the 
land, petty domestic manufactures with which no foreign producer can 
compete, owing to the nearness of the home market. 


THE MANUFACTURING CITIES. 

The census returns show that St Louis is the third manufacturing 
city in the United States. This fact constituting the gratifying supple- 
ment to the one also demonstrated by the census, that Missouri is the 
fifth manufacturing State in the Union. The advance figures furnished 
by United States Marshal Newcomb, in the fall of 1870, foreshadowed 
the wonderful progress which our city has made ia the establishment 
of productive industries, and now we have the official figures from 
Washington to confirm those indications. The actual rank of cities 
in manufactures is exhibited in the following table taken from the 
census statistics : 


Table showing the number of manufacturing establishments, hands 
employed, and value of annual products, in the counties named. 


COUNTY AND STATE. 

No. of 
Establish- 
ments. 

Hands 

Employed. 

Value of 
Products. 

New York, New York 

7,614 

129,577 

$332,951,520 

Philadelphia, Pa 

8,684 

95,421 

322,004,517 

St. Louis, Mo 

4,579 

40,856 

158,761,043 

Middlesex, Mass, (including Lowell) 

1,878 

49,822 

113,147,270 

Suffolk, Mass, (including Boston) 

2,546 

43,550 

111,380,840 

Essex, Mass, (including Lawrence) 

2,331 

48,158 

96,990,868 

Cook, Ills, (including Chicago) 

1,440 

31,005 

92,518,742 

Alleghany, Pa. (including Pittsburgh) 

1,844 

34,288 

88,789,414 

Providence, R. I 

1,303 

37,100 

85,149,032 

Hamilton, O. (including Cincinnati) 

2,469 

37,344 

78,905,900 

Worcester, Mass 

1,863 

47,181 

74,509,759 

Kings, New York (including Brooklyn) 

1,033 

18,515 

60,848,513 

Baltimore, Md 

2,759 

36,182 

59,219,930 

Essex, N. J. (including Jersey City) 

1,198 

20,156 

50,108,958 

New Haven, Conn 

940 

23.306 

45,156,131 

San Francisco 

1,226 

12,377 

37,410,829 

Hartford ' 

1,031 

19,106 

30,039,324 

Hillsboro, N. H. (including Manchester) 

564 

14,389 

25,300,611 

Jefferson, Ky. (including Louisville)...,. 

801 

11,589 

20,364,650 

Milwaukee 

828 

8,433 

18,789,122 


St. Louis, then, is ahead of Chicago, ahead of Cincinnati, ahead 
of Baltimore, ahead even of Boston, second only to Philadelphia, 
and third to New York as a manufacturing city. The value of her 
manufactures in 1870, was $45,600,000 greater than that of Lowell, 
$47,400,000 greater than that of Boston, $51,000,000 greater than 
that of Lawrence, $66,200,000 greater than that of Chicago, 
$70,000,000 greater than that of Pittsburgh, and $80,000,000 greater 
than that of Cincinnati. Our own citizens will be gratified at this 
unsuspected evidence of their city’s superiority of rank in the manu- 
facturing line. They have known that the productive industries of 
St. Louis have made astonishing growth during the five years ending 


88 



with 1870, and a still greater growth in the two years following, but 
they imagined that other cities had done equally well, and therefore 
their own prosperity was not a special phenomenon to make a demon- 
strative parade about, but it seems that we have outstripped a dozen 
rivals in a single decade, following in the wake of Philadelphia, and 
leaving such boasted manufacturing cities as Pittsburgh, Lowell and 
Cincinnati in the rear. When it is stated that what we have done is 
only a commencement of what we intend to do, non-residents may 
form some idea of our manufacturing products of 1880. 


(From the South-East Missourian.) 1 

That a brilliant future and grand destiny is in reach of Cape Girar- 
deau we firmly believe. That she has the natural location and advan- 
tages for becoming a great commercial, manufacturing and business 
city we do not deny. That she has the natural resources and raw 
material for supplying manufacturing establishments of unlimited 
capacity in her immediate vicinity is an admitted fact. That railroad 
facilities for transportating that material from its place of deposit to 
her borders to be worked up or shipped to other markets will be fur- 
nished within the coming year, is no longer questionable. 

We are well aware that our people urge their want of ability as a 
reason for not engaging in manufacturing and business enterprises. 
They tell us they are not able to build up a great city. That is not 
true. The five thousand inhabitants of Cape Girardeau can accomp- 
lish as much in the way of building up a great city in the next eight 
years, as was ever accomplished by the same number of people pos- 
sessed of the same amount of wealth and no more favorably located, 
in the same length of time. In 1865, Kansas City, in our own State, 
had no larger population, and no more wealth than Cape Girardeau 
has to-day. She was no more favorably situated for becoming a large 
city than is Cape Girardeau. She the nhad no railroad, and possessed 
very few advantages for rapid growth not now possessed by our city. 
She had many disadvantages. Leavenworth was her rival, and only 
twenty miles distant, and more than double her in wealth and popula- 
tion. Yet her people put forth their utmost endeavors, and to-day 
that city numbers 60,000 inhabitants, and has some eight or ten rail- 
roads running out of her, and a bridge across the Missouri River. All 
that has been accomplished in eight years. Twenty years more of 


250 


39 

1 

proportionate growth will make her a very formidable rival of St. 
Louis for the commercial supremacy of the great Mississippi Yalley, 

Now what Kansas City has accomplished the past eight years can 
be accomplished by Cape Girardeau the coming eight years. She has 
population, wealth, means, resources and credit enough to secure a 
population of 75,000 in ten years, if her people will only resolutely 
attempt it. There is wealth and credit enough in the city to erect 
within the next eighteen months two large first-class iron mills, one 
first-class plate glass factory, one first-class machine shop, besides 
a dozen other establishments for the manufacture of various articles 
composed of wood and metal. That much accomplished by our pre- 
sent population would induce five times that number of establishments 
to be erected by people from other portions of the world, and secure 
the erection of a bridge across the Mississippi, and the completion of 
eight or ten railroads leading from, through, and to our city, and make 
Cape Girardeau a city of 75,000 or 100,000 inhabitants in the brief 
period of ten or twelve years. 

Large iron mills, machine shops, glass factories and establishments 
for the manufacture of various articles in wood and metal, employ 
from one hundred to five hundred men each, when worked to their full 
capacity. These men, many of them, have families of from two to 
five or more depending upon their labor for support. An establish- 
ment employing five hundred men really supports a population of from 
ten to fifteen hundred persons. Thus it is easy to see that the erec- 
tion of large manufacturing establishments will do more than anything 
else in the line of business to build up our city. 

, Another thing, too, must be attended to before Cape Girardeau can 
make rapid growth. That is the building of railroads leading west- 
wardly. She has made her start towards Fort Smith, towards Helena, 
and towards Galveston. She will next find it important to run a road 
direct to Ironton by way of Fredericktown. The road would open up 
to our iron manufacturers the rich blue specular ores of Iron Moun- 
tain and still further westward. A road will be constructed before 
many more years roll round, from the Mississippi River near St. Mary, 
across the State by way of Ironton and Salem, to Fort Scott in Kan- 
sas. Our road to Ironton would enable us to divert much of the 
travel and trade of that region to this city, and open up a market for 
our manufactures in Kansas and western Missouri. To that road our 
city should contribute liberally ; as much as she is able, without 
burdening her people too heavy with taxation. It will be one of her 
first needs for securing rapid growth. 


251 

40 

Men only get rich by bold use of the means of amassing riches, and 
great cities are only built by people cheerfully taking upon themselves^ 
the responsibilities required of great cities.” 


[From an address by Hon. H. T. BLOW before the State School of Mines at Rolla.J 

I proceed to sum up, in as few words as possible, the actual 
condition of the two great mining industries of England, which 
will prepare you for the contrast, to be presented. I refer directly 
to those with which we are so intimately connected, as even in 
the wide range proposed, I hope to keep them especially in view. 
The iron ore most required by the age in which we live is the 
specular. We especially demand this ore because, as fast as money 
and men can be procured, it is destined to be converted into Bessemer 
steel, and the railways of two continents relaid with this safer and 
more enduring material, while it is equally in demand for other great 
purposes. 

An examination of the ores of England, show that the higher 
grades are becoming very scarce, and the fact has for several years 
been forced upon the English proprietors that they could not maintain 
their supply of high grade ores at home; they have therefore sought 
these grades wherever they could be conveniently reached, importing 
large quantities from Sweden and Spain. England’s main reliance is 
now on a very poor ore, which for hundreds of years laid unnoticed in 
its broad dimensions. I have referred to coal, its high price in England 
and upon the Continent — the continued strikes of the miners, and 
the unexpected demands upon the United States for supplies, confirm 
the condition that I have endeavored to present and prove that the 
two great sources of England's wealth are passing away — passing away 
at the same moment that the abundance of coal and iron and their 
accessibility and nearness to each other in the United States are open- 
ing up to us a source of wealth, far beyond any previous calculations. 
It may not be amiss here to allude to other ores mined and smelted 
largely in England, Germany and Spain. I refer to lead and zinc. 
All three of these countries mine and smelt lead largely, but what has 
been said of the scarcity of iron ores in England applies with peculiar 
force to lead ores. The Spanish mines are almost idle. Good soft 
lead is becoming scarce in England, and from a letter just received 


41 


252 


from G-ermany we have the positive assurance that the most prosper- 
ous smelting company in Prussia works 3,600 tons of material per day 
to get thirty-five tons of pure pig lead. Such mines need no com- 
ment. 

In zinc, in which we are also greatly interested, Prussia is the 
largest mining center, and the condition of the mines in the month of 
December was such as to warrant a decided advance in the metal, 
while it is a well known fact that it is not an abundant ore anywhere 
in Europe. 

These are facts which no intelligent man will attempt to deny ; they 
stand out in such bold relief, even in London, that to-day English 
enterprise and English capital in the mining centers are seeking all 
the reliable information that can be obtained in regard to the extent, 
purity and accessibility of our mines, and specially those of iron and 
coal. They will have great fields to explore, but they will find ours 
to possess that great feature of inexhaustibility applied, but, alas! 
unwisely, to their own coal beds, while they will understand at a 
glance that such deposits of iron as exist in Southeast Missouri 
give assurance that they are likely to meet the demands of cen- 
turies to come. Our great deposits of coal and iron are in close 
proximity to the richest and most varied agricultural lands, present- 
ing : First, The extraordinary inducements of cheap food in a healthy 
country filling up rapidly with a vigorous population. Second, Ores 
of exceeding richness near the surface of the earth. Third, Coal in 
areas so grand and easily mined as to give assurance that it will not 
be exhausted in ages. Fourth, A system of inter-communication by 
river and rail, affording economic transportation of raw material and 
equally fitted to the task of placing our products at the seaports of 
our country rapidly and cheaply. 

Now these remarks are applicable to nearly all portions of our 
country; the condition, which is simply and truthfully stated, applies 
equally to New York and Pennsylvania, to the Lake States, to the 
Mineral States of the South and West, and, with the exception of 
river and rail transportation, equally to our rich and vast Territories; 
but to none, in my humble judgment , with such force and interest as to 
the noble State in which it is our good fortune to reside. 

The best known ore for the production of Bessemer steel — that 
with the exception of the first-class Lake Superior specular and that 
of North Carolina, none of^the ores of the United States equal it in 
adaptation to this use, and that as a special steel ore — really ranking 


42 


2 5 3 


too high to be used in any other way, its intrinsic value must now be 
based on the largely increasing demand for ore thus specially fitted for 
the production of Bessemer steel. England is suffering for such an 
ore. Germany and Belgium need it badly; but our perfected railroad 
system imperatively demands a rail which shall last longer and be free 
from the defects of even the best American wrought iron rails. 

I therefore do not hesitate to take the ground that in the light of 
recent events in England, and the known needs of our iron industries, 
that all the specular ores of Southern Missouri, especially St. Fran- 
cois, Iron, Dent and Crawford counties, are to-day worth eighty per 
cent, more than they were valued at six months ago, and that this 
added value will cause a rapid development of the splendid specu. 
lars as well as the hematites of Missouri. To-day if these facts could 
only be realized by our leading men, we would demand in a short time 
one million tons of specular and one-half million tons hematites per 
annum, for reduction in Missouri; the shipment East would cease, 
and the added wealth to Missouri each year alone, by the wise policy 
of reducing ores to steel, would be five dollars per ton freight to Pitts- 
burgh, five dollars per ton back, ten dollars per ton profit in the works, 
or twenty dollars on one and a half million tons of ore (allowing for 
every contingency), aggregating thirty million dollars annually for 
the profits on the ore, allowing labor its true reward, and dignifying it 
by meeting all of its just demands. 

But before leaving this iron industry, I beg to read you a short 
extract from a recent contribution to the “ Iron Age” on Bessemer steel, 
from a Pennsylvania writer, to prove to you more conclusively that I 
have not overrated the iron and steel question of the day or the great 
ores required for their production. The all-absorbing question among 
the iron men at the present time, is how to obtain an adequate supply 
of ore suitable for the manufacture of steel and the best grades of 
iron. 

The revolution wrought by the invention of the Bessemer process 
and Siemens furnace is more radical and complete than any which has 
preceded in the whole history of the iron industry. The Bessemer 
process has an immense mechanical advantage to recommend it over 
the old process of purifying iron, besides making a vastly superior 
product. u Instead of purifying the pig metal by the slow, laborious 
and costly process of puddling by manual labor, in masses of a few 
hundred pounds at a time, a single converter, managed by men receiv- 
ing only one-third the wages of puddlers, can purify five to ten tons 


254 


43 

of molten pig within the space of thirty minutes, and when the pro- 
cess is completed you have in place of little nuck bars that must be 
piled and welded, large ingots of homogeneous cast steel, which, 
while they have cost little more than the same amount of wrought 
iron, have an intrinsic value tenfold greater, it is plain why England, 
who has introduced the Bessemer process more extensively than our- 
selves, should be searching the whole world for ores adapted to this 
use, and should pay more for Bessemer pig than she used to charge 
for iron bars, Bessemer ores have sprung into an extraordinary intrin- 
sic value, very much greater than that of others which a few years 
since were supposed to be equally valuable. We have such exhaust- 
less supplies of iron ore so widely diffused through this country, that 
we have been slow to admit that a scarcity of any kind was even pos- 
sible. But we find only three great groups of Bessemer ores in the 
settled States, viz : The Lake Superior, Missouri and North Carolina 
regions, the latter extending into the adjacent States. And when we 
come to explore these regions more carefully, we discover that while 
some single deposits, as that of Iron Mountain, are vast in extent, 
their number is comparatively limited, and that a large proportion of 
ores, even in these favorite localities, fall below the desired standard. 
The Siemen furnace, by using gas in place of bringing the coal in 
direct contact with the iron, enables the manufacturer to use the poorer 
and cheaper coals in the manufacture of steel and thus adds still 
greater intrinsic value to the poorest ores. Thus these two great 
inventions while making the quality less important, have raised the 
pure ores into the greatest importance, and made them masters of the 
whole situation.” 

The annual production of iron by the world is thirteen millions of 
tons, the present consumption demands more than this quantity, and 
will increase rapidly from the natural growth of civilized nations, prices 
are not only high, but well based, with the present condition of coal, 
the scarcity of ore and demand for labor, the markets are not only 
firm but tend to high rates. Continental Europe imports more than 
she exports. 

The two great competing nations, therefore, in this greatest of indus- 
tries, are England and the United States, the older States of the Union, 
singularly enough Pennsylvania leading, are building a large number 
of furnaces to smelt ores, which they expect to obtain from Lake 
Superior, Missouri and the Southern States, and in the midst of such 
enormous investments, the fact is forced upon them that Lake Superior 


44 


\ 


255 


and Missouri ores, for the reason I have given, have advanced near one 
hundred per cent. ; and they must pay fourteen dollars per ton in 
Cleveland for one, and ten dollars per ton in St. Louis for the other, 
instead of eight and five dollars and fifty cents as last year, and as far 
as our ore is concerned, perhaps six dollars more to place it in Pitts- 
burgh. Now these are facts, and violate every known law of wisdom 
and economy;, the ores acknowledged to be the best in the United 
States are taken from the very points where iron is more valuable than 
at the furnaces and work for which they are destined, while the new 
coal fields which can now reduce them without coking, are each day 
being developed nearer and still nearer to these splendid deposits, 
especially does this apply to Illinois and Indiana, teeming with coal, 
and just such coal as we want, at a convenient depth, easily mined and 
on the lines of our railroads and great rivers ; take coal at high rates 
of last year, take iron ore as it is, take labor well paid as it is, take 
the average calculations of the iron men as to the cost per ton, and 
to-day pig iron and Bessemer steel can be made so much cheaper in 
Missouri than in Pennsylvania as to enrich our smelters on the pig 
iron, and the iron is converted into Bessemer steel on the banks of 
the Mississippi, to give them a second fortune from its profits. I 
assert that the erection of furnaces in Philadelphia , to smelt Missouri 
ores, is the wildest investment of the age, reflecting on the wisdom of 
the iron masters there , and exposing the utter want of enterprise among 
the rich proprietors and manufacturers of Missouri. I will not delay 
you long in treating of the lead mining of the State, it is esteemed as 
next in importance to iron and coal, and can be compassed in some 
brief illustrations. One year ago there was great excitement among 
the lead smelters of this State, owing to an effort being made at the 
time, to induce Congress to take off at least a portion of the duty on 
pig lead. 

I was requested to write to our representative in Washington, Hon. 
Mr. Finklenburg, who was a member of the committee having the sub- 
ject in charge. 

I beg to read you a short extract from that letter, to aid me in 
presenting this interest properly. The letter was dated March 
5th, 1872, and the extract is as follows : It will be recollected that 
during the war the lead mines of this State which produced over 
sixteen millions of pounds per annum were almost entirely suspended, 
and in fact, the labor of years was lost. In the last two years an 
impulse without a parallel in any kind of mining in this valley has 


256 


45 

pushed this reviving interest into notice; and capital, enterprise and 
labor are now combined to test the extent and value of our mines. 
Your committee will be astonished at the progress made in the last 
few months, and equally astonished on knowing facts that will go far 
to satisfy you that with patience and prudence, we will soon reduce 
the importation of pig lead one-half, leaving no room for complaint, 
if indeed any has ever been made. 

There are now eight counties in the State in which mining is either 
for the first time prosecuted extensively, or in which the old mines are 
being rapidly recovered or enlarged by facilities never before intro- 
duced into mining in Missouri. 

I think I am within bounds when I state that the actual dollars 
invested in buildings, machinery, pumps, drills, furnaces and miners’ 
implements during the last two years, in Missouri and Illinois, exceed 
the entire amount thus invested in the United States in the previous 
twenty years, indicating a confidence and determination which cannot 
fail to realize the expectations of the experienced miners and smelters 
who have raised these immense sums of money. 

The largest investments are in Southwest Missouri, Central Mis- 
souri, Madison and St. Francois Counties in Missouri, and Hardin in 
Illinois. The amount expended in these localities alone, I am confi- 
dent, will reach three millions. If no material change is made in the 
duty on lead, the entire product of the United States, which I find 
from the most reliable data, was, in 1871, in Missouri and Illinois, 
twenty-eight million of pounds, and for all other States eight million 
of pounds, or thirty-six million in all, will this year reach forty-four 
million. I am proud, as a Missourian, to state that these calculations 
have been more than realized, as far as we are concerned; and that 
last year we smelted over twenty million 'pounds of pig lead from our 
own ores. 


[From a Speech of Senator ROZIER, on the importance of the publication of the Geo- 
logical Report of the State of Missouri.] 

Now the question arising in our minds to-day is : What is for the 
greatest interest of the State of Missouri ? Does it not strike every 
senator here that the geological survey and the geological investigations 
of the minerals of our State require our deepest and most profound at- 
tention ? For I must repeat, that when I examine th$ statistics of the 


46 


257 


mineral fields of the world, I find there is no country on the globe 
embracing, as it does, so many varieties of minerals in such great 
abundance. 

If you will come to the vast iron regions of Southeast Missouri, you 
can behold a sight such as is seldom vouchsafed to the vision of man ; 
immense deposits of iron, zinc and lead ores, mines of cobalt and 
nickel, and building material of every conceivable variety. It is truly 
wonderful to behold the vast accumulated banks of minerals that have 
been thrown together for the purpose of making Missouri a State une- 
qualed in wealth and commercial importance by any in the land. 

And what more has Providence done for us ? You cross the Mis- 
sissippi, and there in Illinois are the coal fields planted for the purpose 
of manufacturing these beds and mountains of minerals. We should 
call the attention of the capitalists of the North, as well as the world 
at large, to these great treasures of which I have spoken, embosomed 
within the soil of Missouri and above its surface. 


[From the Inaugural Address of Mr. J. LOTHIAN BELL, President of the Iron and 
Steel Institute.] 

In by far the greatest number of European States, according to our 
information, there is a limit to any rapid increase in the production of 
iron ; of ore, in some of them at least, there is an ample supply. Near 
Bilboa are mountains partly composed of brown hematite, and the 
valley of the Moselle has a deposit of aolitic iron stone, richer and 
more cheaply wrought than that of Cleveland. The impediment which 
stands in the way of any great extension of the continental iron trade 
is coal, for if all the produce of the remainder of Europe for last year 
were added together, it would scarcely exceed the half of that 
raised in the United Kingdom. So far as the actual cost of extrac- 
tion is concerned, I make no doubt that at the present day in France, 
Prussia and Belgium, coal, on an average, can be as cheaply delivered 
at the pit's mouth as it is in this country. The united output, how- 
ever, of the mines of France and Belgium would not suffice to keep 
iron works in activity, while that of Prussia would, after performing 
this duty, leave but little to spare. Competing, of course, for this ne- 
cessity of all manufactures are many other sources of consumption, 
which have probably tended to keep down the total production of pig 
iron by our neighbors to about one-half that of our own. If, then, we 


47 


258 


have to apprehend the advent of a powerful rival in the iron trade, it 
is not, unless new coal discoveries are made, the Old World of Europe 
we have to fear, but the immense and undoubted powers possessed by 
the Western Hemisphere. In ores of the finest descriptions the re- 
sources of the United States are unlimited , while in coal our own 
wealth is in comparison but poverty. In many cases the relative 
geographical situation of these minerals is not unfavorable ; in short, 
there is apparently but one bar to boundless production of iron in the 
New World- -that of human hands to manufacture it. The stream of 
emigrants, however, constantly flowing from this side of the Atlantic, 
would seem to enable our friends on the other to advance at a rate 
unknown even in this country, for, according to the Statistical Report 
of the National Association of Iron Manufacturers of the United 
States, no less than 107 furnaces were erected in 1872, which is equal 
to an increase of 18 per cent, of those in blast in 1870. In the mat- 
ter of skill, every one who has had the opportunity of inspecting the 
American iron works, concur in reporting that their development is 
quite in keeping with the advantages Nature has conferred upon that 
highly favored country. 


Transfer of the Iron Sceptre of England to the 
United States. 

Under this caption the “New York Bulletin” of a recent date reviews 
an address of Mr. J. Lothian Boll, President of the English Iron and 
Steel Institute, delivered at the annual meeting of that body held not 
long since in London. The subject of coal supply in connection with 
the present and future cost of iron production, was the prominent 
topic of the address, and it seems to have been discussed with unusual 
practical and intelligent ability, the author being characterized as pre- 
senting “ a rare combination of the very highest knowledge, with an 
extensive and thorough practical experience/ 7 The “ Bulletin ” says: 

a It is shown, in the first place, that it is a mistake to attribute, as is 
sometimes done, the scarcity and dearness of coal to the extraordinary 
demands of the iron trade. The iron and steel trades have not mate- 
rially increased their proportions of the annual coal product of the 
country. In 1872 the proportion of coal consumed by these trades 
was only thirty-three per cent, of the total output an increase of 


48 


«> *'. U 

u ** 


about only three per cent, as compared with the average of several 
preceding years, and less than the increase in the aggregate product of 
fuel. But it is evident that even a very small decrease in the demand 
for iron production would be attended by a marked reduction in the 
price of coal. Ironmasters are now turning their attention to the means 
of effecting this reduction, and important economies have been already 
attained. But that there is room for further reforms is proved by the 
fact that in Germany and France less fuel is necessary to manufacture 
a given quantity and quality of iron than is required in England. 
But as an evidence of progress in England, it may be stated that in 
the Cleveland District the present output of iron is produced with 
3,500,000 tons less coal than would have been required fifteen years 
ago. This is equivalent to a saving of forty -five per cent., and this is 
regarded as about the average gain during that period through the 
entire country. 

“But the fact that a condition of affairs which renders every ton of 
coal consumed or attainable a matter of grave calculation and solici- 
tude, is of portentious importance to an industry which absorbs one- 
third of the total available supply. And the President of the Eng- 
lish Iron and Steel Institute is evidently impressed with the conse- 
quences of the situation. He admitted that the time was rapidly 
approaching in England “ when any extension of manufacturing opera- 
tions would have to be regulated, not by the requirements of society 
for their produce, but by the available supply of coal/ 7 Upon this 
point the probabilities are by no means reassuring. In 1806 Great 
Britain produced 260,000 tons of pig iron, in 1862 the product 
amounted to 4,000,000, and to 6,750,000 tons in 1872. Ten years 
hence the product, according to this rate of increase, ought to amount 
to 11,500,000 tons, requiring 65,000,000 tons of coal, or nearly double 
the present consumption. But that the increase of coal supply will 
ever permit the increase of manufacture to the point anticipated, is 
evidently regarded as extremely doubtful by Mr. Bell, although he 
does not expressly state as much. The whole tenor of his address, 
however, clearly warrants this inference. 

“Respecting the future of iron production in other countries, Mr. 
Lothian Bell is of the opinion that no great progress is to be looked 
for in Continental Europe, owing to the same causes of limitation 
which apply to England. England could afford to disregard any 
rivalry in the Old World. The real danger to England lies in the 
‘ immense and undoubted resources of the Western hemisphere/ 


49 


260 


Upon this point Mr. Bell was very emphatic. ‘In ores of the finest 
description/ he said, ‘the resources of the United States were unlim- 
ited, while, as regarded coal, our own wealth was in comparison but 
poverty/ 

“Respecting this remarkable statement by the President of the Iron 
and Steel Institute of Great Britain, we present the following remarks 
of the London Times : 

“ ‘We have at present an invaluable advantage in the aptitude and 
traditional skill of our workmen. But the Americans are nearly 
enough allied to Englishmen to command before long, any capacities 
possessed by English artisans, and we should find it very difficult to 
hold our own against them. It is evident from the President’s ad- 
dress that the iron-masters are watching anxiously the course of the 
coal trade, and that they feel their supremacy in the market is at 
stake/ ” 

With this grand future in view for our common country, which of 
course is as sure as fate, and but a question of time, what a glorious 
role Missouri and St. Louis should play in the coming iron age. 

With our commonwealth’s mountains of iron, and almost boundless 
beds of coal, her food supplies at the door in endless profusion and 
cheapness of price, with artistic skill and inventive genius at her side, 
what is to prevent the assumption and consummation of the first posi- 
tion in American iron manufacture ? 


[From St. Louis the Future Great City of the World, by L. U. REAVIS. ] 

It astonished none but the blind that the population of St. Louis 
grew in twenty years from sixteen to one hundred and sixty-two thou- 
sand. That in ten years more (from 1860 to 1870) during the war 
period, it grew to 310,000 might well astonish the most sanguine. 
Nearly all the heavy groceries (salt, sugar, molasses, coffee, &c.,) from 
Louisiana, the West Indies and Brazil, and a large part of the heavier 
kinds of merchandise from Europe (iron, tin, hardware, crockery and 
liquors, German gimcracks included,) were then, as they are now, 
(with the addition of many other leading articles,) and will continue 
to be more and more in the future, imported either directly, or more 
or less indirectly, into St. Louis and distributed from this market; and 


50 


M 1 


the bulky products of tbe surrounding country, that could be spared 
to go abroad, were exported mainly by tbe same channels. Such 
manufactures as could be made here, and were in demand for the 
western country, rapidly grew up, and the manufacturers (as of stoves, 
castings, saddlery, mill machinery, steamboat machinery, white lead 
and oil, refined sugar, baggage and bale -rope, tobacco, &c., &c.,) grew 
rich. And St. Louis had overtaken Cincinnati before the war. Five 
years ago the value of the imports paying duties here, or at New Or- 
leans, was five millions; this last year it was eleven millions. This 
must be taken as simply the small beginnings. 

In the meantime, while the incubus of the war is scarcely yet lifted, 
and many people are but half awake to the coming future, still dozing 
in the penumbra of the depression period, (as if it was to last forever), 
St. Louis, I observe, has run out several important spokes of the great 
railroad wheel, whereof she is the hub, or they have been run into St. 
Louis, stretching southeast, southwest, south, west, northwest, northeast 
and north, to nearly all points of the compass, and when all are completed 
that are now in progress or in prospect, at no very distant day they 
will present the wondrous spectacle of long lines of railroad radia- 
ting from the center to the circumference, not merely of this valley? 
but of the whole United States. 

It is even now made apparent to any one by a glance at your map, 
showing the direction of the more prominent lines of railroads, that 
such another railroad center as St. Louis is now, or is fast becoming, 
is not possible on the map of the United States. 

Various articles that are brought from distant parts of the globe in 
sailing vessels, will continue to be imported almost exclusively into the 
Atlantic cities, where the necessary capital is, and where these vessels 
are built and owned, and these articles will reach the interior of the 
northwest more easily by the northern water route than by railroads 
across the Alleghanies; they cannot be imported from Europe, I pre. 
sume, because they cannot pay one duty going into Europe and another 
duty coming into America from Europe. But manufactures and 
products of the States of Europe can be imported directly into St. 
Louis as well as into the Atlantic cities, when regular lines of steam- 
ships are established between European ports and New Orleans. The 
data furnished by experienced men demonstrate that the bulky pro- 
duce of the country tributary to St. Louis can go from here to Liver- 
pool by the great Southern water route, in bulk, cheaper than it can 
possibly be carried across the country by railroad to be exported from 


4 


51 


262 


the Atlantic cities; and when this route is fully inaugurated, (as it 
doubtless will be before long) it stands to reason that importation to a 
much larger extent and of more kinds than has been dreamed of here- 
tofore, will come back the same way to St. Louis, and be distributed 
from this market even into the Northwest cheaper than it can be done 
via Chicago. Though the war swept American vessels from the ocean, 
iron barges, elevators, a St. Philip canal, improved rivers and steam- 
ships, and more railroads, will do the business ; and St. Louis, to a 
large and important extent, will become the rival, so far, not merely of 
Chicago, but of New York and Boston, as an importing and exporting 
city, so that it may be said some day, if not now, that St. Louis is the 
southwestern, and New York the northeastern, focus of the whole 
ellipse. 

Our position in the center of the coal fields and mineral regions of 
the valley, and our facilities for various kinds of manufactures, not only 
of iron and steel, but for queensware, stoneware, tinware, plated ware, 
glass, zinc, silver, white lead and ore, refined sugar, tobacco, furniture, 
agricultural implements, and many other articles, is another great 
advantage of position. And a still greater is the position of St. Louis 
at the conjunction of the radiating river and railroad systems, in refer- 
ence to the bulky agricultural products of the whole vast circuit of 
country (especially west of the Mississippi,) which they penetrate in 
all directions, comprising within a six hundred mile circle, described 
on this center, nearly the entire area of the most fertile soil of the Mis- 
sissippi Valley, the garden of America, if not of the whole earth. 
The importance of St. Louis in this particular lies, first, in its being a 
central mart for the internal distribution of home products in every 
direction, and second, in its being a receiving mart for exportation of 
the surplus. The annual statistics exhibit the present magnitude of 
this business. The increase in five years in grain, pork and cattle, 
for instance, is next to fabulous. Within the same period, the swell 
of the daily clearings, at the St. Louis Clearing House from half a 
million a day to four and. five millions a day, may be taken as some 
sure index of the increase in volume of the general commercial opera- 
tions. The annual statement for the last year shows an aggregate of 
clearings of $989,000,000, and an increase over the previous year of 
$133,000,000. 

Not a tenth part of the intermediate area is occupied, and scarcely 
one half of any one State is under improvement, much less under 
actual cultivation. These States are much in the condition now, that 


Illinois, Indiana, Michigan and Wisconsin were thirty years ago. 
What will be the amount of products to be exported, or of mer- 
chandise to be imported, or manufactures to be supplied, for these 
States, when they have attained to the present condition of Illinois 
and Indiana, or Ohio ? It surely needs no prophet to foresee that it 
will require all the navigation that improved rivers and new arts can 
furnish, and all the railroads that time and money can build, to do it 
all ) and yet both may have enough to do. There is more now than 
both can do, and that is the great trouble. The remote Iowa or 
Nebraska farmer burns corn for fuel, because it costs more than it is 
worth to carry it to any market. 


[From the Lumber Trade.] 


OUR FORESTS.— HOW THE TIMBER IS BEING 
CONSUMED. 

A recent circular of the lumbermen of Pennsylvania estimates the 
number of railroad ties in present use in the United States at 
150,000,000. A cut of 200 ties to the. acre is above rather than un- 
der the average, and it therefore has required the product of 750,000 
acres of well-timbered land to furnish this supply. Railroad ties last 
about five years, consequently 30,000,000 are used annually for 
repairs, taking the timber from 150,000 acres. The manufacture of 
rolling stock disposes of the yield of 360,000 acres, and fuel supply of 
nearly 500,000 acres more, every year. It appears then that our 
railroads are stripping the country at the rate of 1,000,000 acres per 
annum, and their demands are rapidly increasing. A competent 
authority estimates that the select timber from 150 acres is employed 
every day, or at the rate of 45,000 acres per annum, in ship building, 
including steamboat building As it is well understood that the 
advancing price of coal is causing a revival of wooden ship building, 
this demand must also increase. 

The circular above referred to makes a careful calculation of the 
area of timber lands and the average yield per acre, and comes to the 
alarming conclusion that three years’ stocking at the present rate will 
entirely exhaust the lumber now standing in Pennsylvania. A 


264 


53 

similar state of things may be shown in all the forest districts here- 
tofore furnishing lumber, except that the remoter districts of Maine 
and Michigan will hold out a few days longer. Far-sighted lumber- 
men are already looking with anxious interest to the last two belts of 
primeval forest within our borders, which are of sufficient extent to be 
considered as national sources of supply. These are the magnificent 
pineries of the Mississippi, and the immense growth of our North 
Pacific coast, in Washington Territory. 


[From the St. Louis Globe.] 


OUR IRON MANUFACTURES. 

The chief aim of certain Western journals devoted to manufactures 
seems to be to impress the public mind with the idea that the iron and 
ore men of St. Louis are monopolists; and what is worse, of the worst 
kind. They would evidently convey the impression that St. Louis 
iron and ore men seek to control the trade of all the country in oppo- 
sition to the inevitable law of expansion. A paper published at Knox- 
ville, Tenn., in speaking of the cities of St. Louis and Pittsburgh says : 
“The ore monopolists of Missouri entertain the delusive hope that in 
time they will be able to build up manufactories that shall outstrip 
those of Pittsburgh, and number her glories among the things of the 
past.” Our Knoxville friend evidently would convey the impression 
that St. Louis “ore monopolists” are working aimlessly, and without 
any prospects of success. The best reply that can be made to this is: 
that the product of our companies is sold far ahead of the supply, and 
that thrice the amount contracted for could have been sold had the 
prospective supply been sufficient to warrant such sale. It has been 
but a short time since a Pittsburgh paper, published ostensibly in the 
iron interest, indulged in loud talk as to the utter futility of St. Louis 
attempting to compete with Pittsburgh in the manufacture of iron, 
regardless of the fact that our production of iron has for several years 
been rapidly increasing, and that new furnaces are constantly being 
erected in this city. Convinced, however, that this plan of attack was 
futile, our Pittsburgh friend attempts to divert attention to the manner 
in which the iron interest of more destitute sections will dwarf those 
of this city, witness the following extract : 


54 


11 It is not to St. Louis that Pittsburgh has to look for a formidable 
rival. Her laurels are endangered more in an easterly and southerly 
direction. The banks of the Hudson and Delaware will in ten years 
be lined with furnaces, and the immense mineral wealth of Virginia 
and North Carolina will be drawn from its hiding places by the enter- 
prise of capitalists seeking the best investments for their funds.” 

Heretofore the cry has been that Pittsburgh had no rival, but the 
above extract puts a different aspect on affairs. It is evidently no 
matter with our Pittsburgh friend what other city or locality wrests the 
so-called supremacy from the hands of the l ' Smoky City,” so long as 
this city does not profit thereby. The fact is that it is not likely that 
the iron trade of Pittsburgh will suffer by the development of the 
facilities for manufacturing in any other portion of the country, 
because the demand for iron of all descriptions is increasing in this 
country so rapidly that no one or two cities can furnish the supply. 

Pittsburgh need not fear that St. Louis will destroy her trade, as the 
new demands constantly being made known, bid fair to consume the 
products of all the sources of supply now existing and to be established 
for many years. Of one thing we would assure our friends in Pitts- 
burgh, in Tennessee, upon the Delaware, in North Carolina and else- 
where, St. Louis feels no jealousy at their past successes and their 
brilliant prospects. The future of St. Louis is so well established 
that all such ill-natured articles will be found to recoil upon the 
authors. Standing in the position of the third city in the United States, 
St. Louis can afford to pass by all such, and lend when necessary, a 
helping hand to her rivals. 


[From the American Manufacturer.] 


RICHNESS OF IRON ORES. 

The intelligent furnace man cannot fail to have been struck with 
the great disparity existing in the richness of the iron ores of various 
countries. Nor can he have failed to see that the richest are in those 
lands where iron manufacture is yet in its infancy. It is a fact, explain 
it as we may, that that nation that is at present manufacturing the 
largest amount of pig iron is doing it from the leanest ores. This, of 


26 


55 


course, necessitates the use of a larger number of tons of ore to pro- 
duce a given number of tons of iron, and a proportionate relative 
higher expenditure per ton of pig iron. Of course labor may be 
cheaper and other conditions may interfere to make this expenditure 
higher only relatively, but in the end these conditions will be equalized, 
and the country that has the richest ores and cheapest fuel will be 
the iron mart of the world. 

All things conspire to make the United States that country. Our 
ores are perfectly inexhaustible, and of a better average than any we 
know of that are used as extensively. In percentage of metallic iron 
they surpass any on the globe of anything near the same extent. 

A comparison of some of the most extensively used ores may not be 
uninteresting. 

In England the ores principally used are the clay iron stones, and 
the carbonates of the black bands. These ores contain from 25 to 35 
per cent, of metallic iron ) 30 per cent, as an average would be high. 
A specimen of spathose ore from Rispey contained 49.47 per cent, of 
protoxide of iron, or 38.56 per cent, of metallic iron. A Cleveland 
carbonate 33.62 per cent, of metallic iron. A clay iron stone from 
Yorkshire 28.76 per cent., and this was a fair sample of the analysis 
made by the British Geological survey. The Welsh ores give about 
33 per cent, of iron in analysis. French ores are somewhat richer, 
but their advantage in this respect is more than compensated by the 
lack of an abundant supply of good coal. We have before us an 
analysis of seven varieties of French ores, with a per cent, of metallic 
iron ranging from 22.02 per cent, to 50.70, an average of little more 
than 40 per cent. 

The iron ores of Germany include the black band clay carbonates 
and some bog and hematites. These will average between 45 and 50 
per cent, metallic iron. The purity of the Swedish ores is well known. 
The magnetic is abundant, and what is known as lake ore is got in 
large quantities. The titanifierous veins of Norway are also well 
known, producing about 43 per cent, of iron 

This list could be almost indefinitely extended, but it is useless for 
our purpose. Now as lean ores as these would scarcely be used in an 
American furnace. From 55 to 70 per cent, is the average of the 
majority of American ores. The magnetic specular and red hematite, 
the most generally used, averaged fully 65 per cent. When this 
fact is considered, and the further one that our coal is inexhaustible 
and contiguous to the ore, our future as an iron country cannot be 
questioned , 


56 


*67 


[From The Iron Age.] 

The industrial supremacy of Great Britain is intimately associated 
with, if not dependant upon, iron manufacture, and this is practically 
dependant upon coal; and with these facts in mind, the following pas- 
sage which we find in the editorial comments of the “ London Times” 
upon Mr. Bell's address before the Iron and Steel Institute, may be 
regarded as doubly significant. This is beyond all others the iron age, 
and the nation which produces the best , the cheapest , and the most 
abundant iron commands the supply of the first necessity of modern 
civilization. We cannot escape competition, and our rivals will not be 
found in European States, unless new coal discoveries are made on 
the Continent. But America possesses the resources necessary for 
becoming a formidable rival. In ores of the finest descriptions the 
resources of the United States are unlimited, while as regards coal, 
our own wealth is in comparison but poverty. 

The following are a few of many analyses made by Prof*. Charles C. 
Williams, Director of the School of Mines of Missouri, of the Charac- 
teristic Ores of Southern Missouri : 

Finely granular; blue specular ore, with patches infilmed with 
limonite; powder slightly magnetic, specific gravity at 15° C, 4.7620. 
One cubic foot weighs 296.77 lbs. The ore, dried at 102° C, gives 
the following : 


Ferric oxide 96.743 per cent. 

(yielding metallic iron, 67.720). 


Ferrous oxide 


<< 

(yielding metallic iron, 0.617). 



Alumina 


u 

Manganous oxide 


u 

Lime 


« 

Magnesia 


u 

Silicic acid 


u 

Phosphoric acid 


u 

(containing phosphorus, 0.02008). 



Sulphur 


<< 

Carbonic acid 



Combined water 


« 

Titanic acid 




99.910 


Total per centage metallic iron 




26 


57 

Mamillary and concretionary, with concentric layers, the central 
one being the blue specular variety, the second of the brownish-red 
hematite, and the outer one a thin coating of brown hematite, prob- 
ably limonite. Analysis of the ore (No. 18) dried at 102° C. : 


Ferric oxide 84.463 per cent. 

(yielding metallic iron, 59.124). 

Ferrous oxide 0.783 “ 

(yielding metallic iron, 0.609). 

Alumina 7.278 il 

Manganous oxide 0.360 “ 

Lime trace. 

Magnesia 0.114 11 

Silicic acid.., 6.686 “ 

Phosphoric acid 0.153 “ 

(containing phosphorus, 0.066). 

Sulphur 0.050 “ 

Carbonic acid trace. 

Combined water trace. 


99.887 

Total percentage of metallic iron 59.733. 


Brownish-black hematite, with small amounts spathic iron and 
limonite ; particles attracted by the magnet. The ore, freed from its 


hygroscopic water, yields : 

Ferric oxide 90.468 per cent. 

(yielding metallic iron, 63.328). 

„ Ferrous oxide 1.109 (< 

(yielding metallic iron, 0.802). 

Alumina 4,045 “ 

Manganous oxide 0.017 “ 

Lime '. 0.642 “ 

Magnesia trace. 

Silic acid 2.631 “ 

Phosphoric acid 1.137 <( 

(containing phosphorus, 0.496). 

Sulphur 0.058 “ 

Carbonic acid 0.289 “ 

Combined water 0.027 “ 


100.423 

Total percentage metallic iron...... 64.190 


Blue specular ore, finely granular and compact ; powder gives par- 
ticles attracted by the magnet. The sample dried at 102° C. yields, 
on analysis, as follows : 


Ferric oxide 97.572 per cent. 

(yielding metallic iron, 68.300). 

Ferrous oxide 0.400 “ 

(yielding metallic iron, 0.311). 

Alumina , 0.802 “ 

Manganous oxide 0.285 “ 

Lime , 0.568 “ 

Magnesia 0.166 “ 

Silicic acid 1.144 u 

Phosphoric acid 0.035 “ 

(containing phosphorus, 0.015). 

Sulphur 0.009 “ 

Carbonic acid trace. 

Combined water trace. 


100,981 

Total per cent, metallic iron 68.611 


* Brownish-red hematite, somewhat cellular, slightly magnetic. Sam- 
ple dried at 102° C. yields : 


Ferric oxide 

(yielding metallic iron, 56.292). 

Ferrous exide 

. (yielding metallic iron, 0.928). 

Alumina 

Lime 

Magnesia 

Manganous oxide 

Silic acid 

Phosphoric acid 

(yielding phosphorus, 0.137). 

Sulphur 

Carbonic acid and combined water... 
Total percentage metallic iron 


83.275 per cent. 

1.206 “ 

traces. 

i< 

u 

0.715 “ 

3,099 “ 

0,315 “ 

none. 

not estimated. 

57.220 


Brownish-red ore, mixed with the blue specular, and containing 
brown hematite with some little spathic iron. Analysis of the dry 
ore (No, 14) : 

Ferric oxide 76.521 per cent. 

(containing metallic iron, 53,564). 

Ferrous oxide 0.880 “ 

(containing metallic iron, 0.684). 

Alumina 0 857 “ 

Manganous oxide 0.569 “ 

Lime 1.659 “ 

Magnesia 0183 “ 

Silicic acid 13.771 “ 

Phosphoric acid 0.121 “ 

(containing phosphorus, 0.052). 

Sulphur 0.004 “ 

Carbonic acid trace. 

Combined water 5.348 “ 


99.913 

Total percentage of metallic iron 54.248 


Saint Louis, Mo., June 5, 1873. 


E. J. Crandall, Esq., President Illinois , Missouri & Texas Rail- 
way Co. 

Sir: I have carefully read your report, made June 1, 1873, and it 
gives me pleasure to say I think all your anticipations in regard to 
the future prospects of your road will be fully realized. 

The excellent quality of the iron ore along the route of your road, 
and the cheapness with which it can be taken to the Mississippi 
River, will cause a large demand for it as soon as you are ready to 
furnish transportation. 

This business alone can soon be made sufficient to pay the mainte- 
nance of road, operating expenses and the interest on the first mort- 
gage bonds of the Company. 

The large amount of superior white oak and other valuable timber 
along the route will give quite a business to the road immediately on 
its completion. There will also be considerable traffic to and from 
Northeastern Arkansas. 

The climate of Southern Missouri is good, soil rich, and it cannot 
be long after this road is completed before the land will be highly 
cultivated, and abundant crops of fruit, wheat, corn, tobacco, hemp 
and cotton produced. 

The road is the most remarkable one in the Mississippi Valley for 
its directness, light grades, small amount of bridging, and its being a 
low bank road. 

The maximum grade against the traffic is only ten feet per mile, 
and with the traffic fifteen feet per mile; hence the road can be main- 
tained and operated at a small cost compared with other roads in the 
West, most of which have long grades of from forty to sixty feet per 
mile, sharp curvature, a large amount of bridging, deep excavations 
and high embankments. 

The effect of grades and curvature upon the cost of transportation 
is rarely if ever considered by those who furnish the money to build 
railroads. 


61 


The following table of weights (exclusive 
which a locomotive, assuming that it will haul i, 
can take up different straight grades, will show at a c 
tages of a light grade line : 


Grade in feet, 

per mile. 

Tons a Locomo- 
tive will haul. 

No. of Engines 
necessary to 
transport 1468 
tons. 

Grade in feet, 

per mile. 

Tons a Loco- 
motive 
will haul. 

No. 

nec«. 

transpo. 

tons. 

Level, 

1,458 

1 

60 

315 

4 6-lj 

10 

939 

1 1-2 

70 

275 

5 3-l( 

20 

686 

2 1-10 

80 

242 

6 

30 

536 

2 7-10 

90 

216 

6 7-l( 

40 

437 

3 3-10 

100 

194 

7 1-2 

50 

367 

4 





The above table shows that a locomotive will haul three times 
much up a grade of ten feet per mile that it can haul up a grade 
sixty feet per mile. 

The resistance of curvature is about one per cent, for each deg] 
of curvature occupied by the train. 

Grades and curves not only increase the cost of transportation 
reducing the load a locomotive can take, but by the greater wear a 
tear of road and rolling stock. 

At Cape Girardeau you will have water communication with all i 
cities and towns on the Mississippi River and its tributaries. 

t By building about thirty miles of road from Cape Girardeau e 
you will make connections as follows: First, with the Cairo and 
Louis Railroad, which passes through the Big Muddy Coal fieh 
second, with the Illinois Central Railroad, the North and the Soul 
third, with the Cairo & Vincennes Railroad, the East and the Nor 
east and the Block Coal fields of Indiana. 

Your road will then form a part of the most direct line from i 
East to the Southwest and eventually to the Pacific Coast via 1 
Southern Pacific Railway, for there is no point below Commerce tl 
the Mississippi River can be bridged at any reasonable cost. 

Yours respectfully, 

E. C. RICE, 

Consulting Enginee 


62 


LIBRARY 0F llllllllllll 

0 020 685 739 


Cape Girardeau, Mo., June 8 th, 187 


Jfi. J. Crandall, Esq., President Illinois , Missouri <& Texas 1 
way Co ., St. Louis , J/o. 

Dear Sir : I take pleasure in acknowledging the receipt of 
Report of June 1st, and assure you it has received most ca: 
attention. 

I fully coincide in your anticipations of the future of the ] 
knowing, as I do, that it possesses all the elements of success. 

I have no hesitation in endorsing, in full, the report, as I k 
from careful personal survey of the line, the truth of the m 
therein stated. 

Very truly yours, 

P. R. VAN FRANK, 
Chief Engi 


